Airplane landing wheel



Jl'lne 1935. A. G. MARANVILLE 2,005,627

AI RPLANE LANDING WHEEL Original Filed Feb. 6, 1930 4 Sheets-Sheet l 31 6 i I !!!!!l.! Il,H. i I 1- --1-| T.\ m 36 F1 E.

INVENTOR Alger a. Mrdnn'llc BY ATTORN EYS June 18, 1935. A, G, MARANVILLE 7 2,005,627

AIRPLANE LANDING WHEEL Original Filed Feb. 6, 1930 4 Sheets-Sheet 2 INVENTOR fllger G. Maran Ville BY June 18, 1935 A. e. MARANVILLE AIRPLANE LANDING WHEEL 4 Sheets-Sheet 3 Original Filed Feb. 6, 1950 June 1935- A. G. MARANVILLE 2,005,627

AIRPLANE LANDING WHEEL Original Filed Feb. 6, 1930 4 Sheets-Sheet 4 INVENTOR Al 6 Gilda nvillc F17 1E BY 5 '4 ATTORNEYS Patented June 18, 1935 UNiTED STATES PATENT OFFICE AIRPLANE LANDING WHEEL Alger G. Maranville, Akron, Ohio, assignor to The General Tire & Rubber Company, Akron, Ohio, a corporation of Ohio Application February 6, 1930, Serial No. 426,333 Renewed January '7, 1935 3 Claims. (Cl. 152-29) This invention relates to aircraft landing bodying the invention and shown partially in secwheels and more particularly to means for tion and with parts broken away; mounting the pneumatic tires of such wheels. Fig. 2 is an edge elevation of one of the internal The type of landing wheel to which the present tire-mounting rings; invention relates is a wheel consisting of a wheel Fig. 3 is an edge elevation of the internal spacer body or hub and a pneumatic tire, the beads of ring for positioning the tire-mounting rings; which are clamped to the hub and in which the Fig. 4 is a transverse section of the tire and assembly is so formed that when the tire is inwheel assembly taken substantially on the line flated the wheel has the form in cross section of 44 of Fig. 1, the contour of the tire when inan elongated oval, the opposite faces of the wheel flated being shown in broken outline; body or hub forming continuations of the oppo- Fig. 5 is an enlarged transverse section of the site side faces of the tire, as described and claimed tread portion of the tire, showing the tire carcass in my co-pending application Serial No. 686,743 and tread construction; r filed August 25, 1933. Fig. 6 is a diagrammatic section similar to Fig.

To obtain a wheel of the form described, it is- 5 and showing the contraction of the tire tread necessary to provide a tire which is soconstructed and the contour when inflated; that when the tire is inflated the tire has an ex- Fig. 7 is a sectional view of the tread portion of ternal cross-sectional form such that it will con a tire casing showing an optional construction form to the ends of the oval, the tire having its wh n a r ak rip i d in nj n i n greatest curvature at the tread and gradually with the overlapped fabric construction shown in decreasing in curvature from the tread to the beads, so that when mounted upon a hub or wheel 8 is a p a ly dia am a ic transverse body which has convex side face forming section of the inflated tire taken under load and tinuations of the side faces of the tire the wheel ShOWing the three-Point u d ontact of the has an external surface oval in cross section. improved tire Casings; The tire structure per se is not claimed in the 9 15a transverse Section through a D- present li ti n, th subject, tt being tional stream-line tire and hub assembly, showdescribed and claimed in my co-pending appliing invention applled to a tire casing cation Serial No. 628,869, filed August 15, 1932, bodymg eparajte Inner W and rigiqly 30 which matured in Patent 1,969,088, 7, clamped straight side bead portions of the wire 1934' h f ni t t' f th This invention has for its object to provide conan e argga ransvqrse Ion o e outer portion of the tire shown in Fig. 9, showing 5 ven1ert and 1economical trneta tns for detachably the carcass construction;

m mg Sue pneunta 10 Ire upon suppor Fig. 11 is a transverse section through an oping hub and for clamping the beads thereof to tional hub and rim assembly for use with the enable the assembly tomore adequately withstream-line tire casings shown in Figs. 4 and 9; stand braking effort and remove the hazards 1n- Fig 12 is a Side e1evation of th Structure cient to d p d tire Casings caused y the shown in Fig. 11 taken as looking toward the 40 peculiarly severe stresses imposed during the takclamping ring; ing ofi and landing of aircraft. Fig. 13 is an edge elevation of the clamping With the above and other objects in view, prer Shown in Fi ferred embodiments of the present invention are 14 is an q at on Of one of the inillustrated in the Wheel and tire shown in detail temal 11101111171119 rings S ow}! in Fig. 11.

and in assembled relation in the accompanying R e to the eceompesyms drawmgs, in drawings hereinafter described. The illustrated whlch hke numei'als refer 9 like parts throughembodiments of the invention are explanatory out the sevgml y the i Wheel fl and are intended to comprehend such variations f gg A gi g ggi g gf 25: :5 and modifications thereof as will be apparent to 50 hub B. those skilled in the art to which the invention The hub B that is particularly shown in pertains.

tail in Fig. 4, is provided with a. cylindrical bear- In t e ac p y draWlngS, ing receiving portion I having enlarged inner and Figure 1 is a side elevation of a portion of a outer ends 2 and 3 which receive suitable opstream-line airplane tire and wheel mounting emposed thrust bearings 4 and 5. The bearings 4 and 5 each have an inner race ring that is carried by the wheel axle 6. The internal race ring for the bearing 4 is seated against a shoulder I that is formed on the axle 6 and the internal race ring for the bearing 5 is seated against a similar shoulder 8 formed at the outer end of the axle 6. The external race rings of the bearings 4 and 5 are similarly seated against internal shoulders formed in the enlarged ends 2 and 3 of the hub portion I. The hub portion I and its associated bearings are held in place by a suitable clamping nut 9 that is threaded onto the outer end of the wheel axle 6 and abutted against the inter-3 nal race ring of bearing 5.

The inner end of the hub portion I has a radially extending web III that terminates in a cylindrical flange II to provide a seating face for a tire rim member later to be described. The Web I also carries a transversely extending circumferential flange I2, the radially inner face of which may, if desired, constitute a brake drum of suitable design for use with any suitable brake mechanism (not shown).

An annular plate I3 is secured to the opposite end of the hub portion I, preferably by means of a press fit and an outwardly rolled lip portion as shown. The plate I3 has a laterally extending circumferential flange I4 that provides a circumferential seating face of slightly less diameter than the seating face provided by the flange II previously described. These circumferential flanges II and I4 are slightly conical to receive and rigidly support a tire mounting rim I 5. The annular plate I3 is formed with a laterally extending intermediate shoulder I6, the outer cylindrical face of which forms a guide for a tire clamping ring IT.

The rim member I is preferably of endless rolled stock and is formed with a circumferential flange 22 at its inner edge, which corresponds in shape to a grooved bead portion 20 of the tire later to be described in detail, so that, when the tire'is assembled on the rim member I5, the rim flange 22 will closely fit the grooved outer face portion of the tire bead 20, to rigidly clamp the same in place. The opposite edge of the base rim has an inwardly extending radial flange 23 that may seat against the outer face of the hub annulus or plate I3 when the rim member I5 is securely pulled into place by the clamping ring I1 and its associated bolts 25 that extend through the plate I3 and that have nuts 26 that draw the tire and rim assembly into securely clamped position on the hub member. If desired, a split spring ring= 2l may be positioned in a groove formed in the inner face of the flange I I to seat against the bolt heads to prevent the bolts 25 from becoming displaced when the nuts are re moved therefrom.

The clamping ring I! which holds the tire on the rim I5, and also which holds the rim member I5 on the hub B, is preferably endless and is formed with a bead-engaging flange of substantially the shape of the outer face of the associated tire bead. The clamping ring I'I also has a laterally extending guide flange 24 that passes over the shoulder I5 of the plate member I3.

The question of providing a more effective connection between the tire casing and the hub member of aircraft landing wheels is becoming more important with the development of braking equipment for the landing wheels. Aircraft landing gear is subjected to very severe lateral thrusts in landing, which also tends to dislodge the tire beads. These two actions are often simultaneously applied to the tire casing. The present invention contemplates a tire mounting that rigidly clamps each tire bead from each side and permits the use of wire reinforced bead elements, if such are desired, where the tires are subjected to particularly severe service conditions.

The bead spacing and internal bead clamping means comprises a pair of endless bead engaging rings 28 and 29 and a transversely split spacer ring 30. The bead-engaging rings 28 and 29 are each formed with circumferential conical flanges 3I that have substantially the same angularity as the toe portions of the tire beads 20. The

edges of the rings 28 and 29 remote from the bead clamping flanges 3I are radially offset to form annular seating shoulders 32 for receiving the edges of the intermediate spacer ring 30. It is thus seen that the tire beads are each rigidly clamped between the endless conical flanges 3| of the rings 28 and 29, and bead engaging flange portion of the base rim member 22 and clamping ring I I. The tire is thus rigidly held against movement relative to the hub when subjected to severe braking or landing stresses, regardless of the degree of inflation of the tire.

The tire B, the construction of which will be now described indetail, is formed with a relatively narrow median tread portion I8. The side walls I9 diverge from the tread I8 to the bead portions 20, The tire casing is of greatest axial width across the bead portions. The beads 20 are each provided with a suitable bead core 38, which lends considerable strength and rigidity topthe tire and assists in the secure clamping of the beads to the hub member. The bead portions 20, as particularly shown in Fig. 4, have circumferential grooves 2| formed in the outside faces thereof, somewhat similar to the well known form of clincher type bead. The toe portions 20a of the beads are formed of relatively soft, highly elastic rubber to insure proper sealing of the tire casing by means of the mounting assembly herein described.

It is not necessary, in the construction shown in Figs. 1 and 2, to employ an inner tube in the tire because of the very effective seal that is provided by rigidly clamping the tire beads 20 on both sides and forcing the same against the base rim I5. The soft bead toes and the application of rubber cement to the contacting parts has been found to give a particularly effective air seal where it is desired to dispense with an inner tube. As shown in Fig. 4, an angle valve 33 is mounted directly in a radially depressed portion of the rim member I5. A suitable opening 34 in the spacer ring 30 overlying the valve base admits air to the tire casing. The stem of the valve 33 extends through suitable openings formed in the disk I3 and clamping ring Il, so that the same is readily accessible by removal of the cover plate 35 that is sprung into position within the clamping ring ll. 7

The cover plate 35 encloses the ring I1, clamping nuts and other parts of the wheel hub at the outer side and is curved to form a substantial continuation of the curved outer side wall of the tire when the tire is inflated. A similar cap 35a of annular shape may also be provided for the inner side of the tire hub to close the brake drum and to similarly follow out the tire contour.

Before assembling the tire casing on the hub, the endless bead clamping rings 28 and 29 are first inserted within the casing with their marginal bead clamping flanges abutting against the inclined inner walls of the tire beads 20. The transversely split spacer ring 30 is then snapped into place between the rings 28 and 29 with its edges seated against the shoulders 32 to hold the rings 28 and 29 in fixed spaced relationship against the inner faces of the tire beads. The tire casing with the reinforcing rings 28, 29 and 30 inserted therein is next slid onto the rim member I5 which is supported by the disk portions l0 and I3 of the hub. The clamping ring I1 is then put into place and the clamping nuts 26 are threaded onto the bolts to securely clamp the opposite sides of each bead of the tire casing. The bead portions of the tire casing and the contacting face of the rim member l5 are painted with rubber cement or other. material to insure air-tight connection between the tire casing and the rim member when pressure of the parts does not give a satisfactory seal.

The tire casing is formed with a compression resisting tread portion l8 which will be now described in detail. When the tire is deflated it has the general appearance shown in Fig. 4. When inflated, it assumes the position shown in broken outline in Fig. 4 and in solid outline in Fig. 6. The walls of the tire in its inflated condition converge in graceful curves toward the median tread portion of the tire to provide the general stream -line contour herein described.

Fig. 5 of the drawings shows an enlarged detail view in cross section of the tire casing. The conical side walls of the tire carcass are joined together at the tread by overlapping the plies of cross woven or suitable cord fabric making up the tire carcass to substantially reinforce the tread portion of the carcass. As shown in Fig. 5, the

outer plies 31 are overlapped a substantially reater distance than the inner plies, so that the tread portion of the carcass is gradually thickened from the inside as the median plane ofthe tire is approached. This arrangement also provides a smooth outer face for the tire casing.

A suitable tread and side wall covering of rubber is applied to the tire carcassformed as just described and, at the median tread portion 4|] the rubber is considerably thickened with the opposite sides thereof preferably intersecting each other along the median plane of the tire to complete the stream-lining of the tire casing. The degree of convergence of the sides of the nose 40 is slightly greater than the side walls I9 of the tire, so that when the tire is inflated and the side walls curved outwardly, a substantially uniform curve of the outer surface of the tire is provided, as digrammatically shown in Fig. 6.

The substantial thickening of the tire carcass and the tread portion over the median zone of the tire effectively resists circumferential compression of this portion of the tire casing and thereby resists the tendncy of the side walls to take on circular cross sectional form when the tire is inflated. On the other hand, the thickening of these portions of the casing does not impair the operation of the tire for aircraft use. It will be appreciated that inflation of the tire casing causes the sloping side walls of the casing to pull radially inwardly on the tread portion and to materially compress it circumferentially. The double thickness of fabric plies at the narrow median tread portion effectively strengthens the tire and forms an internal reinforcement throughout the circumference of the median tread portion, thereby tending to hold the tire in proper stream-line shape and also causing a part'of the load taken on the tire in landing to be transmitted to the upper portion of the casing by compression of the thickened tread portion and there absorbed by tension on the side walls of the casing, thus further increasing the erable portion of the supported weight to the opposite side of the casing. The portions adjacent the tread portion also enlarge the ground contact area very rapidly with increased deflection and thus absorb the landing impact with a minimum of shock and rebound. The relatively large volumetric air displacement of tires of the construction herein proposed reduces rebound and increases load sustaining properties of the tire with obvious advantages. Y

Referring to Fig. 7, a suitable two ply cord breaker strip 45 is shown adjacent the overlapped fabric plies 31 in the median tread portion 40 of the tire. This breaker strip may be employed in those constructions where it is desired to have a more rigid tread reinforcement.

Figs. 9 and 10 show a similarly stream-lined,

large air capacity tire of slightly different construction. The hub portion of the landing wheel in this construction is preferably similar to the type previously described, although it may be of any other suitable type, and need not be described herein. The rim member 50 of this construction is similar to the rim member previously described, except that it is provided with a straight side flange 5| at its inner circumferential edge.

The tire carcass in this construction is built up by butt-joining the fabric plies .52 and'separating the plies by suitable breaker strips 53 of crosswoven or cord fabric which are positioned over the which assist in resisting circumferential compression of the median tread portion of the tire casing when it is inflated. The median tread portion of this tire is drawn in in the manner previously described. If desired, a suitable two-ply cord breaker strip 10 may be incorporated in the nose of the tire adjacent the uppermost plies of fabric. The tread of the tire is formed with a rounded nose St in lieu of the sharper nose 4|] of the previously described tire casing. The beads 55 of the tire are reinforced by an annular guide portion of the hub and seats against the straight outer side of the outermost tire bead 55.

. The annular portion 60 of the hub is provided with suitable clamping bolts 6| that extend therethrough and which carry clamping lugs 62 that engage the outer side of the clamping ring-59. Suitable nuts 63, threaded onto the bolts, serve to draw the clamping ring 59 inwardly toward the tire to rigidly clamp the tire beads 55 on both Mcircumferential edges of the meeting fabric and sides of each beadso that the tire will not move relative to the hub even under the most severe operating conditions.

An inner tube 54 is shown in the tire casing here illustrated. A suitable valve member 65, which extends through an opening 66 in the outermost reinforcing ring 51 and out through a suitable depression 61 formed in the hub annulus portion 60, serves to inflate the tire.

The modified tire shown in Figs. 9 and 10, when inflated, functions in the same manner as the tire A previously described, and is stream-lined to materially lessen the wind resistance.

Figures 11 to 14 inclusive show an optional hub and tire mounting for use with stream-line tire casings of the type previously described. The hub 10, shown in Fig. 11, is of cylindrical shape and is provided with a pair of spaced inwardly extending radial webs H, the inner of which is preferably spaced inwardly from the adjacent end of the hub to provide a suitable braking surface 12. The braking surface 12 provides suflicient area so that suitable braking mechanism can be used to cooperate therewith. If desired, the outer plane side of the inwardly positioned web may be used as a braking surface when a disk brake is employed.

The webs H are provided with suitable portions (not shown) for the reception of suitable axle bearings (not shown).

The cylindrical hub 10 is formed with bead engaging flange 13 of substantially the same shape as the associated tire bead, and with an outwardly offset circumferential portion 14 which is tapered from the flange 13 toward the opposite end of the hub. The end of the portion 14, as shown, preferably forms a substantial shoulder with the body of the hub 10.

The opposite end of the cylindrical hub I is preferably reduced in diameter to provide a suitable guide and bearing surface 15 for the clamping ring 16. 4

The clamping ring 16 which holds the tire on the hub is preferably endless and is formed with a bead engaging flange ll of substantially the shape of the outer face of the associated tire bead. The outer circumferential surface of the clamping ring 76 is tapered from the flange 11 toward the opposite side of the hub and is of substantially the same mean diameter as the portion 14 at the opposite side of the hub. The clamping ring 16 also has a laterally extending thickened flange 18 that passes over the guide face or shoulder of the hub 10.

This construction also embodies a bead spacing and internally clamping means for rigidly clamping each tire bead from each side. The bead spacing and internal clamping means comprises a pair of endless bead-engaging rings 19 and 80 and a transversely split spacer ring 8|. The bead-engaging rings 19 and 80 are each formed with circumferential conical flanges 82 that have substantially the same angularity as the toe portions of the tire beads. The inner cireumferential faces of the rings 19 and 80 adjacent the flanges 82 thereof are tapered to substantially the same degree as the tapered faces of the clamping ring 18 and portion 14. The inner circumferential face of each ring is also formed with a substantial circumferential shoulder 83 intermediate its edges. The shoulders 83 of the rings 19 and 80 provide abutments or annular seating shoulders for receiving the edges of the intermediate spacer ring 8|.

The tapered face of the ring 80, when the com I struction is assembled, seats upon the tapered face of the hub portion 14. Similarly, the tapered face of the ring 19 seats upon the tapered face of the tire clamping ring 16 which is supported by the hub shoulder 15. The shoulders 83 of the rings 19 and 80 and the spacer ring 8| also firmly seat upon the cylindrical body portion of the hub 10.

The clamping ring 16 is held in position by suitable lugs 84 and nuts 85 which are threaded onto studs 86 carried by the hub 10. The tire beads 81 of a suitable tire 88 are each rigidly clamped between the endless conical flanges 82 of the rings 19 and 80, and the bead engaging flange portions of the clamping ring 16 and cylindrical hub 10.

The tire 88 is provided with an inner tube 89, the valve 90 of which preferably extends through an opening 9| in the outermost ring 19 and a recess 92 formed in the hub portion 10.

As in the previously described construction, shown in Fig. 4, the hub is also provided with suitable curved cover plates 93 at its ends to form substantial continuations of the tire side walls.

In the optional hub construction just described, the base rim for the tire forms an integral part of the hub, and the tapered portion of the hub and tapered clamping ring form substantial supports and clamping means for the tire and tire bead spacing rings.

In the foregoing description and in the appended claims, the term fabric is intended to describe any desirable material from which the tire carcass is formed, such as the conventional crosswoven or cord fabric or other material.

Aside from the specific embodiments of the invention herein shown and described, it will be understood that numerous details of the construction may be altered or omitted without departing from. the spirit and scope of this invention. It is not my desire to limit the invention to the exact construction shown and described but it is my desire to-claim the invention broadly as well as specifically, as indicated in the appended claims. It will also be apparent to .those skilled in the art that the invention is capable of use on automotive equipment, such as automobiles and the like, as well as on aircraft.

What I claim is:

1. A wheel assembly comprising a stream-line pneumatic tire having a relatively narrow tread portion and elongated side Walls diverging from the tread portion, a hub having means at the opposite ends thereof for clamping the tire, said hub having end faces forming continuations of the side walls of the tire.

2. A wheel assembly comprising a hub, a base rim carried by said hub, a stream line tire mounted on said rim comprising a relatively narrow tread and side walls having edge beads and converging from said beads to said tread, said tire being substantially of maximum axial width adjacent said beads, means within said tire extending between and abutting against the inner sides of said beads, and means engaging the outer faces of said beads for securely clamping said beads against said means within said tire, and means at each side of said hub substantially closing in the space within said beads to form substantial continuations of said side walls.

3. A wheel assembly comprising a hub, a rim carried by said hub, a stream-line tire mounted on said rim comprising a relatively narrow tread and side walls having edge beads and converging from said beads to said tread, means within said tire extending between and abutting against the inner sides of said beads, means engaging the outer faces of said beads for securely clamping said beads against said means within said tire to render said tire fluid tight, means at opposite ends of said hub substantially closing in the space within said beads and forming substantial continuations of said sidewalls, and valve means carried by said rim for admitting air to and preventing the escape of air from said tire.

ALGER G. MARANV'ILLE 

